Adaptive lighting system

ABSTRACT

A lighting system for a vehicle at least one primary low beam element at least a first adaptive element, a second adaptive element and a third adaptive element and a lean angle sensor generating a lean angle signal. A controller controls the plurality of adaptive elements so that the first element, the second element and third element are extinguished at less than a first lean angle, between the first and a second lean angle greater than the first lean angle illuminating the first adaptive element, between the second and a third lean angle greater than the second lean angle illuminating the first and second adaptive elements, between the third lean angle and a fourth lean angle greater than the third lean angle illuminating the second adaptive element and the third adaptive element and extinguishing the first adaptive element in response to the lean angle signal.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in part of application Ser. No.16/429,410 filed Jun. 3, 2019 which is a non-provisional application ofprovisional application 62/680,722, filed Jun. 5, 2018, the disclosureof which is incorporated by reference herein.

FIELD

The present disclosure relates to an adaptive lighting system for avehicle, more particularly, to an adaptive lighting system thatcompensates for vehicle conditions.

BACKGROUND

This section provides background information related to the presentdisclosure which is not necessarily prior art.

A driver of a vehicle should have awareness of the surroundingenvironment to maximize safety. Vehicles require headlights forimproving visibility at night. Further, various other types ofelectronics such as radar may also be used in a vehicle to improve andsense various conditions.

Certain vehicles such as motorcycles have a frame that moves relative tothe road. That is, a motorcycle operator leans the frame of the vehicleduring a turn. Because headlights and sensors are mounted to the vehicleor frame, the direction of the lights and sensors is also oriented in asub-optimum position during leaning. For example, a headlight mayilluminate the actual road directly in front of the vehicle rather thanproviding a beam down the road. Radar sensors or other types of sensorsmay also be misdirected.

Illuminating the road in front of the vehicle as well as down the roadof the vehicle is important for the driver being aware of the curvatureof the road ahead and objects in the road, as well as other driversbeing aware of the vehicle. Further vehicles such as motorcycles have alimited amount of current for driving electrical components. Efficientuse of vehicle electrical resources is also important.

SUMMARY

This section provides a general summary of the disclosures, and is not acomprehensive disclosure of its full scope or all of its features.

The present disclosure provides a system and method for directingheadlights of a vehicle such as but not limited to a motorcycle. Thepresent disclosure provides a method for adapting low beams, high beamsor both according to the vehicle angle to provide better visibility ofthe vehicle to oncoming drivers and to provide better visibility to thedriver.

In one aspect of the disclosure, a lighting system for a vehicle atleast one primary low beam element at least a first adaptive element, asecond adaptive element and a third adaptive element and a lean anglesensor generating a lean angle signal. A controller controls theplurality of adaptive elements so that the first element, the secondelement and third element are extinguished at less than a first leanangle, between the first and a second lean angle greater than the firstlean angle illuminating the first adaptive element, between the secondand a third lean angle greater than the second lean angle illuminatingthe first and second adaptive elements, between the third lean angle anda fourth lean angle greater than the third lean angle illuminating thesecond adaptive element and the third adaptive element and extinguishingthe first adaptive element in response to the lean angle signal. In asecond aspect of the disclosure, a lighting system for a vehicle havinga vehicle structure comprises a primary high beam element, a primary lowbeam element, a plurality of adaptive elements and a lean angle sensorcoupled to the vehicle structure generating a lean angle signal. Acontroller coupled to the lean angle sensor, in a low beam modeilluminates the primary low beam element and selectively controls theadaptive elements to illuminate from a horizon to a first predeterminedangle below the horizon, and, in a high beam mode illuminating theprimary high beam element and controlling the plurality of adaptiveelements to illuminate above and below the horizon in response to thelean angle signal.

In a third aspect of the disclosure, a lighting system for a vehiclehaving a vehicle structure has a primary high beam element, a primarylow beam element, a plurality of adaptive elements and a lean anglesensor coupled to the vehicle structure generating a lean angle signal.A controller coupled to the lean angle sensor, in a low beam modeilluminates the primary low beam element and, based on a lean angle lessthan a predetermined lean angle, simultaneously illuminates a firstadaptive element of the plurality of adaptive elements disposed on afirst side of the primary low beam element and a second adaptive elementof the plurality of adaptive elements disposed on a second side of theprimary low beam element.

Further areas of applicability will become apparent from the descriptionprovided herein. The description and specific examples in this summaryare intended for purposes of illustration only and are not intended tolimit the scope of the present disclosure.

DRAWINGS

The drawings described herein are for illustrative purposes only ofselected examples and not all possible implementations, and are notintended to limit the scope of the present disclosure.

FIG. 1A is a top view of vehicle such as a motorcycle having a headlightand various sensor locations.

FIG. 1B is a front wheel assembly of the vehicle of FIG. 1A.

FIG. 1C is a partial front view of the vehicle of FIG. 1A.

FIG. 1D is a side cutaway view of the partial front of the vehicle ofFIG. 1C.

FIG. 2 is a front elevational view of a headlight according to oneexample of the invention.

FIG. 3 is a diagrammatic view of the light output of a first example ofprimary elements.

FIG. 4 is a second example of light output of a second example ofprimary elements of a low beam.

FIG. 5 is a diagrammatic view of a headlamp in an angular positionrelating to a lean angle.

FIG. 6A is the output of the light element of FIG. 5 corresponding to alean angle.

FIG. 6B is the light output of the middle low beam element of FIG. 5.

FIGS. 7A and 7B are two different examples of secondary elements of alow beam.

FIGS. 8A-8E are light plots of the output of primary and secondary highbeams of FIG. 2.

FIGS. 9A and 9B are front and side views of a sensor housed within alight assembly.

FIGS. 10A-10C are diagrammatic views illustrating different lightpatterns corresponding to different speeds of the vehicle.

FIG. 11 is a diagrammatic view of the control system according to thepresent disclosure.

FIG. 12 is a block diagrammatic view of the controller of FIG. 11.

FIG. 13 is a block diagrammatic view of one example of a light housing.

FIG. 14 is a schematic view of an actuator for controlling the focalpoint of a list assembly.

FIG. 15 is a flowchart of a method for controlling the high beams andlow beams of a vehicle.

FIG. 16 is a flowchart of a method for adjusting the focal position of aheadlight of a vehicle.

FIG. 17 is plot of adaptive light output versus lean angle showing anexample of a lighting deadband.

FIG. 18A is plot of calculated lean angle and yaw angle accelerationwith an example of yaw angle acceleration dropping into a threshold zonecausing calculated light lean angle to start stepping down until it iswithin the deadband.

FIG. 18B is a plot of calculated lean angle and yaw angle accelerationwith an example showing the yaw angle acceleration dropping into thethreshold dead zone and causing calculated light lean angle to startstepping down with a stopping of the stepping down when the accelerationexceeds the maximum threshold.

FIG. 19 is a flowchart of a method for correcting the lean angle basedupon the bank angle for the vehicle.

FIG. 20A is a schematic view of a first example of a fault detectionsystem according to the present disclosure.

FIG. 20B is a schematic view of a first example of a fault detectionsystem according to the present disclosure.

FIG. 20C is a schematic view of a first example of a fault detectionsystem according to the present disclosure.

FIG. 21A is a simplified flowchart of a method for operating a faultdetection system according to the present disclosure.

FIG. 21B is a flowchart of a method for operating a fault detectionsystem with separate control for both the high beam and low beam.

FIG. 21C is a flowchart of a method for simulating an open circuit tosimulate fault in an adaptive light.

FIG. 21D is a flowchart of a method for operating a fault detectionsystem having an increase in current for a low beam.

FIG. 21E is a flowchart of a method for operating a fault detectionsystem with threshold sensitive parameters.

FIG. 22 is a diagrammatic view illustrating turning on and turning offsupplemental elements at different lean angles.

FIG. 23 is a flow chart of a method for performing the operation ofsupplemental elements illustrated in FIG. 22.

FIG. 24 is a diagrammatic view of a vehicle having different logic forhigh and low beams.

FIG. 25 is an alternate front view of the light assembly illustrated inFIG. 24.

FIG. 26 is an alternative configuration for a light assembly havingsupplemental low beam (adaptive) elements every 2°.

FIG. 27A is a high beam configuration for the light assembly of FIG. 26.

FIG. 27B is a low beam configuration for the light assembly of FIG. 26.

FIG. 28 is a flow chart of a method for operating the light assembliesillustrated in FIGS. 26, 27A and 27B.

FIG. 29 is a flow chart of a method for zero degree adaptive lenseswhile driving straight and while leaning.

FIG. 30 is an illumination pattern of the 0 degree adaptive lenses whiledriving straight and while leaning.

FIG. 31 is a flow chart of a method for operating FIG. 30.

FIG. 32 is an alternate lighting assembly having a multi-element array.

FIG. 33 is a high beam pattern for the light assembly of FIG. 32.

FIG. 34 is a flow chart of a method for operating the light assembliesin illustrated in FIGS. 32 and 33.

Corresponding reference numerals indicate corresponding parts throughoutthe several views of the drawings.

DETAILED DESCRIPTION

Example embodiments will now be described more fully with reference tothe accompanying drawings. Although the following description includesseveral examples of a motorcycle application, it is understood that thefeatures herein may be applied to any appropriate vehicle, such assnowmobiles, all-terrain vehicles, utility vehicles, moped, scooters,etc. The examples disclosed below are not intended to be exhaustive orto limit the disclosure to the precise forms disclosed in the followingdetailed description, Rather, the examples are chosen and described sothat others skilled in the art may utilize their teachings.

Referring now to FIGS. 1A-1D, a vehicle 10 such as a motorcycle is setforth. The motorcycle includes various mounting configurations forvehicle sensors. In FIG. 1A, a top view of the vehicle is illustrated.The vehicle sensors may be mounted in various locations of the vehicle.The sensors may be incorporated within different types of lighthousings. This allows designers to maintain an aesthetically pleasingappearance without sensor locations being obvious. The vehicle 10includes a frame 12, handlebars 14 and a pair of wheels 16, one of whichis illustrated in FIG. 1B. The front wheel may be enclosed by a fender18 on which a sensor 20 is mounted. As mentioned above, the sensor 20may be incorporated within a light housing 41 or other decorative trimdisposed on the fender 18. The sensor 20 may be, but is not limited to,radar, lidar or other proximity sensors.

Sensors 22 may be coupled to the steering mechanism 14 of the vehicle.The sensors 22 may be directed in various directions including towardthe side of the vehicle 10. The frame, highway bars and lower fairingsare suitable places to mount sensors 22.

The vehicle 10 may also include a seat 24. Seat 24 may include sensors26 directed at lateral sides of the vehicle 10.

The vehicle 10 may also include saddlebags 28. The saddlebags 28 mayhave various sensors incorporated therein. The sensors 22 may include afront-facing sensors 30, rear-facing sensors 32 or side-facing sensors34.

The vehicle 10 may also include a headlight assembly 40. The headlightassembly 40 may be an adaptive headlight, as will be described in moredetail below. In addition, the headlight assembly 40 may include asensor 42 such as a visibility sensor.

Referring now specifically to FIG. 1B, the vehicle 10 may include a fork44 used for securing the front wheel 16 to the frame. A side-mountedsensor 46 may be used for sensing adjacent vehicles. One sensor 46 maybe used on either side of the wheel 16 on each fork 44.

Referring now to FIG. 1C, a front view of the vehicle 10 is illustratedin further detail. In this example, the sensor 42 may be enclosed withinthe headlight 40 as illustrated in FIG. 1A. However, various otherlocations for a sensor include a sensor 50, 52 positioned below theheadlight 40. Other sensors 54 may be located within the driving lights56. Sensors 60 may be located in the turn signals 58.

Referring now specifically to FIG. 1D, a portion of the vehicle 10 hasbeen cut away. By positioning the sensors such as the sensor 42 betweena light housing 62 and a lens 64 of the headlight assembly 40, thecontroller 70 may be located in a remote location. That is, thecontroller 70 may be positioned in a more favorable environment in termsof heat and moisture. In the present example, the controller 70 islocated within the instrument panel of the vehicle 10. This allows thecontroller 70 which is microprocessor-based to operate in more favorablepositions. The controller 70 may be located within a common housing 72with a sensor 74, which may be an inertial sensor sensing the attitudeof the vehicle. The controller 70 may be incorporated as part of avehicle control module (VCM) and may be programmed to perform variousfunctions.

Referring now to FIG. 2, the headlight assembly 40 is illustrated infurther detail. In this example, a primary portion 210 of low beamelements is set forth. The low beam elements 210A, 210B and 210C form aprimary portion or first portion 210 of the low beam. In this example,elements 210A and 210C are adaptive, meaning that they are controlled tobe on or illuminated (emitting light) or off (non-light emitting)depending upon the lean angle of the vehicle, as will be furtherdescribed below. The elements 210A and 210 may also be fixed on whenselected depending on design constraints. A first secondary portion 220of the low beam may be formed using a plurality of elements 220A, 220B,220C and 220D. A second secondary portion 222 of the low beam may beformed by secondary or adaptive elements 222A, 222B, 222C and 222D. Asis illustrated in this example, four lenses are used to form the firstsecondary portion 220 on the first side of the light assembly 40 and thesecond secondary portion 222 on the second side of the light assembly.The primary low beam elements 210A, 210B, and 210C are disposed betweenthe secondary portions 220, 222. However, various numbers of elementsmay be used. The elements 220A, 220B, 220C, 220D, 222A, 222B, 222C and222D may be referred to as adaptive elements in that the can becontrolled to increase the amount of light in the field of view.

The elements 220A-220D and 222A-222D may be disposed at least partiallyaround the periphery of the light housing. The elements 220A-220D and222A-222D may be generally rectangular in shape and extend radiallyinward. However, other shapes and sizes may be used. Further, eachelement or several elements may be differently shaped.

A high beam having a primary portion 230 is also illustrated. Theprimary portion 230 may be a single lens as is illustrated in thepresent example.

A secondary portion 232 of the high beam is also set forth. Thesecondary portion 232 of the high beam may include a first lens 232A anda second lens 232B. The secondary portion 232 of the high beam may beadaptive in that one or the other or both of the elements 232A, 232B maybe activated or light-emitting depending upon the various conditions ofthe vehicle such as the lean angle.

Referring now to FIG. 3, the light output of the primary low beamelements 210A, 210B and 210C are illustrated. The screen has markings at0° which represents the center in front of the vehicle, L15 whichrepresents 15° from the center toward the left and L30 which represents30° to the left of center. Likewise, the screen also has a positionmarked R15 for 15° to the right of center and R30 for 30° to the rightof center. In this example, lens 210B is shaped to illuminate the areabetween L15 and R15. Lens 210A is shaped to illuminate the area betweenL30 and R30. Likewise, lens 210C also illuminates the area between L30and R30.

Referring now to FIG. 4, the screen 310 is illustrated in a similarmanner. However, the lenses for each of the elements 210A, 210C arechanged to direct light in a different direction. That is, element 210Ailluminates the area between 0° and L30. Element 210B illuminates thearea between L15 and R15, as set forth in FIG. 3 and element 210Cilluminates the area between 0° and R30. Depending upon theconfiguration of the vehicle 10, either of the examples set forth inFIG. 3 or 4 may be implemented.

During operation, the elements 210A-210C of the low beam may beselectively activated. In a standard driving mode in which the vehicleis relatively straight, that is, with no lean angle, all of the elements210A-210C may be used to illuminate the road surface. However, as thevehicle begins to lean in either direction, the individual elements210A, 210C may be turned off or reduced in intensity to prevent objectsthat are not in the path of travel from being illuminated. A reductionin intensity may be about 25 percent of the “on” intensity. That is, asthe vehicle is driven, and the vehicle leans, the elements 210A and 210Cmay be selectively controlled to “off” or reduced intensity in responseto the lean angle of the vehicle. That is, selective control of elements210A and 210C may be between 0 and 100 percent.

Referring now to FIG. 5, the headlight 40 illustrated in FIG. 2 is setforth at an angle 510 corresponding to the lean angle of the vehicle.

Referring now to FIG. 6A, a simulated view of a landscape including aroad 610 is illustrated. In this example, the light is generated usingthe primary low beam light that is illuminating various portions in amanner similar to that set forth above with respect to FIG. 4. In thisexample, however, the element 210C is not illuminated or is reduced toabout 25 percent of the fully “on” intensity to reduce driverdistraction and help the driver focus on the path. Element 210C isilluminating above the travelled direction.

FIG. 6B is a simulated view similar to FIG. 6A operating with a singlelow beam element 210B.

Referring now to FIG. 7A, a light output plot of the output of thesecondary portion 222 is set forth. In this example, all of the lightfrom elements 222A-222D is illustrated for comparison purposes. Thelight output for all elements 220A-220D is the mirror image. In thisexample, the shape of the lenses corresponding to the elements may beshaped differently in FIGS. 7A and 7B. In FIG. 7A, a high punch outputbeam is illustrated for each of the elements. Although the elements arenot shown, the output of the elements is shown by the referencenumerals. When contrasting FIGS. 7A and 7B, FIG. 7A has higher punch andsharp cutoff which shows a greater amount of light directed to the edgesof the corresponding element. In FIG. 7B, the intensity of the light isreduced toward the rightmost edge of each element. Depending on thevarious types of vehicles and the desired engineering requirements, asuitable shape for the elements 222A-222D to achieve the punch orcutoffs may be selected by a vehicle design. As the vehicle 10 leans,the elements 222A-222D may be selectively and sequentially illuminatedto provide the desired light output.

Referring now to FIGS. 8A-8C, the output for the adaptive high beams isillustrated. In FIG. 8A, the screen plot of the light output of theprimary element 230 illustrated in FIG. 2 is set forth. In FIG. 8B, bothof the secondary elements 232A and 232B form the elements 818 and 820 onthe screen. As is illustrated, the output of the combination of theprimary element 230 and the secondary elements 232A, 232B provide highpunch and less spread. However, should lower punch and more spread bedesirable, the shape of the lenses of the elements 232A and 232B may bechanged so that the light output corresponding to the boxes 822 and 824are formed by the high beams.

Referring now to FIG. 8D, the elements 232A and 232B may be selectivelyused to generate a light output. In this example, the light and thus thelean angle of the vehicle is toward the left. When the vehicle leanstoward the left, directing the high beam corresponding to the element232A is undesirable. In this example, element 232A is shut off and thusonly the output of element 232B is provided. That is, FIG. 8C istranslated to the angular position while one of the boxes, correspondingto 822, is shut off or not illuminating.

In FIG. 8E, an alternate control scheme for high, low beam lights anddriving lights is illustrated at various lean angles. The position Ecorresponds to straight up where the three primary low beam elements areilluminated. Once enough lean angle is detected, the secondary low beamsbegin to illuminate depending on the direction. Once the lean angle isover a predetermined amount, only the central primary element isilluminated along with more secondary elements. Eventually, in positionsA and I, four secondary elements and one primary low beam element areilluminated. The primary low beam elements act the same when high beamsare selected. However, once the predetermined angle increases, thesecondary high beam element is illuminated in the direction of the leanangle.

Referring now to FIGS. 9A and 9B, a simplified version of a headlight40′ is illustrated. The headlight 40′ may include the sensor 42′ housedtherein. The sensor 42′ may, for example, be a radar sensor or opticalsensor. Of course, the light 40′ may include one of more of the elementsset forth in FIG. 2. The sensor 42′ is preferably placed behind theouter lens covering 910 so that the radar beam 912 is emittedtherethrough.

Although a headlight 40′ is illustrated, the sensor 42′ may be includedin various types of light housings such as a brake light, an auxiliarylight, a turn signal or the like. A number of different locations oflights or other locations on the vehicle were illustrated in FIG. 1A.

The headlight 40′ may also be an adaptive headlight for changing thelength of the beam pattern emitted from the vehicle. As illustrated inFIGS. 10A-10C, the beam pattern illustrated is wider W₁ and shorter D₁at lower speeds such as 30 kilometers per hour illustrated in FIG. 10A.In FIG. 10B, the beam pattern is at a mid-range (length D₂ and width W₂)at 60 kilometers per hour and the beam pattern is at a far range D₃ andnarrower width W₃ at 90 kilometers per hour as illustrated in FIG. 10C.The distance D1, D2 and D3 may be calculated based upon a time.Therefore, the distance may correspond to a time for seeing ahead 6seconds. Thus, although the distances D1-D3 are different, the amount oflength or the time in front of the vehicle that is illuminated may bethe same. Thus, based upon a speed, the amount of beam pattern ahead ofthe vehicle may be calculated.

Referring now to FIG. 11, a block diagrammatic view of the controlsystem 1110 is illustrated. In the example, a controller 1112 that maycorrespond to the controller 70 illustrated in FIG. 1D is set forth. Inthis example, the control system 1110 may control the operation of aradar housing 1114 or a light housing 1116. That is, the controller 1112may control the output of the radar within the radar housing 1114. Thecontroller 1112 may also control the light housing 1116 by controllingan actuator 1118 to adjust the focal length of the system by moving theouter lens a small distance to correspond to the desired distance forthe amount of illumination to be provided by the light housing. Theactuator 1118 may be a small motor that moves the lens or changes thepressure within a water- or oil-filled membrane. An example of this willbe set forth below in FIG. 14.

A beam strength switch 1130 may be in communication with the controller1112. The beam strength switch 1130 may be used for selecting between alow beam headlight output and a high beam headlight output.

A road geometry switch 1132 may also be used to provide input to thecontroller 112. The road geometry switch 1132 may provide the controllerwith a user selectable signal corresponding to the geometry of the road.The road geometry switch 1132 may be a hard wired switch or may be aswitch on a touch screen display such as a virtual button on the RideCommand® system provided by Polaris. Different elements are allowed tobe illuminated to improve might visibility when the road geometry switchindicates a curvy or roads with elevational changes as compared to astraight road. A wider beam pattern may be achieved using the auxiliaryelements when the road is curvy.

A speed sensor 1132 may provide a speed of the vehicle to the controller1112. Various types of speed sensors 1132 may be used includingconventional rotational sensors coupled to the vehicle wheels.

The controller 1112 may also be in communication with an inertialmeasurement unit 1140. The inertial measurement unit (IMU) 1140 may beone or more sensors used for sensing various types of movement of thevehicle. The inertial measurement unit 1140 may generate signals forlateral acceleration, longitudinal acceleration and verticalacceleration. The inertial measurement unit 1140 may also generatesignals corresponding to a roll moment, a yaw moment and a pitch moment.The lean angle of the vehicle may be calculated using the yaw moment androll moment.

A steering wheel angle sensor 1146 may also be incorporated into thesystem. The steering wheel angle sensor 1146 may provide a steeringwheel angle corresponding to the angle of the front wheel relative tothe frame of the vehicle. Various sensors may be used for controllingthe distance the light projects from the vehicle and for controlling thenumber of primary low beam elements, the number of secondary low beamelements and the number of secondary high beam elements based upon alean angle of the vehicle.

Referring now to FIG. 12, a block diagrammatic view of the controller1112 of FIG. 11 is illustrated in further detail. In this example,various modules within the controller 1112 determine the various lightelements that are illuminated. For example, a lean angle determinationmodule 1210 determines the lean angle from the inertial measurement unit1140. In particular, the lean angle corresponds generally to the rollangle of the vehicle. However, as described below, a correction based onyaw angle in the yaw correction module 1211. Thus, the output of thelean angle determination module 1210 is a lean angle signalcorresponding to a lean angle. The lean angle is the angle of thevehicle relative to a vertical line corresponding to the normal uprightriding position. The horizon of horizon is perpendicular to the verticalline and corresponds to the flat road ahead of the vehicle. Horizontaland vertical are relative to the Earth.

A speed module 1212 generates a speed signal from the output of thespeed sensor 1132. The speed module may, for example, receive aplurality of pulses from the speed sensor 1132 and convert the pulses toa vehicle speed.

A pitch angle determination module 1214 determines a pitch angle fromthe inertial measurement unit 1140. The pitch angle may be used forcompensating the direction of the headlights based upon a load. That is,more than just side-to-side movement of the light may be compensatedfor. If the pitch angle of the vehicle indicates the front end of thevehicle is higher than the rear end of the vehicle, the light may beactuated into a more downward position using the actuator 1118illustrated above.

The steering angle module 1216 generates a steering wheel angle signalfrom the steering wheel sensor 1146. The steering wheel angle may beused to determine the direction of the vehicle to determine the elementsdesired for illumination.

A light driving control module 1218 is used to control modes ofoperation of the adaptive light. In particular, the light drivingcontrol module controls the high beam, low beam and switchingtherebetween. A switch control module 1220 may receive a switch signalfrom a switch and provide an output to a low beam control module 1222and a high beam control module 1224. That is, the switch module 1220 maygenerate an indication as to whether a high beam or low beam is desiredby the vehicle. In response to the lean angle 1210 or lean anglecorrected by the yaw angle acceleration, the primary elements andsecondary elements of the low beam and the high beam may be controlledin the desired manner as described above.

A road geometry determination module 1250 may also be disposed withinthe controller 112. The road geometry determination module 1250 may bein communication with the Inertial Measurement Unit (IMU) 1140 and othersensors disposed within the vehicle. The road geometry determinationmodule 1250 is capable of determining the elevational change experiencedby the vehicle and the turning experienced by the vehicle. The steeringwheel angle 1146, the speed sensor 1132, and the IMU 1140 may be used togenerate a road geometry signal corresponding to the geometry of theroad. In one example, a curvy road with elevation changes as well as aflat road may be determined by the road geometry determination module1250. The light pattern of the elements within the light housing 116 maybe changed accordingly.

A timer 1252 may also be included within the controller 1112. The timer1252 may be used in conjunction with various modules, including the roadgeometry determination module 1250. The timer 1252 may be used to timevarious intervals, such as between measurements. For example, a road maybe determined to be curvy in road geometry when a predetermined numberof turns as indicated by the steering wheel angle 1146 are experiencedwithin a predetermined amount of time. To switch from a curvy road to astraight road, the steering wheel inputs from the steering wheel angle1146 may indicate the geometry of the road (more angle, curvier).

A focal point actuator 1240 may control the focal point of the lighthousing 1116 so that a desired focal point and thus the beam pattern ofillumination in front of the vehicle may be changed.

Referring now to FIG. 13, the light housing 1116 is illustrated infurther detail. The light housing 1116 may include an actuatorcontroller 1308 and an actuator 1310 as mentioned above. The controller1308 and actuator 1310 may be within the housing or external to thehousing, as illustrated in FIG. 11 as 1118. The actuator 1310 maypressurize oil for changing the shape of the lens element or changingthe position of the lens element relative to the light emitters. Thelight emitters may, for example, be LEDs or incandescent lights. The LEDlight emitters may also be moved while the lens is held stationary. Thecontroller 1308 and actuator 1310 may also be connected to the secondaryhigh beam elements 232 for controlling one or more of the high beamelements according to the lean angle of the vehicle. The primary lowbeam elements 210 may also be in communication with the actuator 1310for illuminating or controlling the illumination of each individualelement as described above. The secondary elements 220, 222 may also becontrolled by the actuator 1310 based upon the lean angle of thevehicle. A radar element 42 may also be controlled by the actuator 1310.The separation of housing 1116 from housing 72 of FIG. 1D allowsstrategic positioning and incorporation of various components in each.

Referring now FIG. 14, the actuator 1118 illustrated in FIG. 11 isillustrated coupled to an external lens 1410 of the vehicle. By movingthe lens 1410 in the direction indicated by the arrows 1412, the lightoutput may be changed from a narrow beam 1414 to a wide beam 1416 andsizes therebetween. Thus, by shifting the focal point of the exteriorlens 1410, the actuator 1118 provides the desired light output for thelight assembly. The actuator 1118 may be an electrical motor, ahydraulic element such as an oil-filled element or a water-filledelement which manipulates the exterior surface of the lens.

Referring now to FIG. 15, a method for controlling the headlight of avehicle is set forth. In step 1528, the lean angle of the vehicle iscontinually monitored by the controller so that the appropriate elementsof the high beams and low beams are illuminated or extinguished. Thelean angle is determined from the inertial measurement unit set forthabove. However, a discrete lean angle sensor may also be used.

Step 1530 determines whether a lean angle is less than a secondpredetermined angle. If the lean angle is less than a secondpredetermined angle, step 1532 operates all the primary low beamelements. The primary low beam elements may be configured in a manner toprovide the light illustrated in FIGS. 3 and 4. By operating while thelean angle is less than a second predetermined angle, the vehicle ismore vertical.

Referring back to step 1530, if the lean angle is not less than apredetermined angle, the lean angle is compared to various thresholds insteps 1540, 1550 and 1560. Therefore, the amount of the secondary lowbeam elements that are illuminated are changed. On the “low side” of thevehicle, the elements are activated one by one while the elements on thehigh side of the vehicle may be deactivated. This allows theillumination patterns illustrated in FIGS. 7A and 7B. As mentionedabove, it is desirable not to have elements too high to dazzle oncomingdrivers. Thus, in step 1540 when the lean angle is greater than a thirdpredetermined lean angle, the appropriate secondary elements areoperated. That is, the secondary low beam elements on one side arepowered on or illuminated and the elements on the other side areextinguished in step 1542.

In step 1550, it is determined whether the lean angle is greater than afourth predetermined angle. The fourth predetermined angle would be lessthan the third predetermined angle. The third predetermined angle is anindicator that the vehicle is at a substantial lean angle. The fourthpredetermined angle is less than the third predetermined angle and it isdetermined whether the lean angle is greater than the fourthpredetermined angle in step 1550. If the lean angle is greater than thefourth predetermined angle, step 1552 illuminates the selected secondaryelements and turns off other selected secondary elements on the otherside of the vehicle depending on the lean angle. Step 1560 is performedif the lean angle is not greater than a fourth predetermined angle. Instep 1560, it is determined whether the lean angle is greater than afifth predetermined angle. The fifth predetermined angle is less thanthe fourth predetermined angle. This indicates that even a lower amountof angle but greater than the second predetermined angle of step 1530which indicates the vehicle is nearly upright. If the lean angle isgreater than the fifth predetermined angle, step 1562 illuminatesselected secondary elements and extinguishes or turns off othersecondary elements based upon the lean angle as described above. Insteps 1552 and 1562, the primary elements on either side of the middlemay be extinguished. That is, the amount of secondary elements that areilluminated is based upon the lean angle. For high lean angles, all fourelements as illustrated in FIGS. 7A and 7B may be illuminated on the lowside of the vehicle. The amount of comparison to different angularthresholds depends upon the number of elements. As the vehicle turnsfrom side to side, the lean angle is used to illuminate or extinguish orturn off various elements. The lights may be gradually turned off toprovide more pleasing effect.

When step 1560 is negative and after steps 1532, 1542, 1552 and 1562,step 1564 is performed. In step 1564, a switch setting to determinewhether the high beams or low beams are desired is monitored. Thecontrol set forth herein corresponds to FIG. 8E. If the high beams areilluminated, step 1566 is used to determine whether the lean angle isgreater than a first predetermined angle. If the angle is not above thepredetermined angle, the primary high beam element is operated in step1568. Referring back to step 1566, if the lean angle is greater than apredetermined angle, the primary element of the high beam is operatedplus one of the secondary elements.

Referring back to step 1564, if the switch indicates that low beams areto be operated or the high beams are operated, step 1570 is performed.That is, in one example, the low beams are operated according to thefollowing for both high beams and low beams. After steps 1568 and 1570,the method ends and may be restarted as the lean angle changes.

Referring now to FIG. 16, a method for adjusting the focal point of thelight is set forth. In step 1610, the vehicle speed is determined. Instep 1612, a desired visibility distance is established. The desiredvisibility distance corresponds to an amount of time corresponding tothe amount of illumination provided by the headlights. In step 1614, thefocal position of the headlight is determined based upon the speed. Atlow speeds, the spread of the light may be greater but the distance doesnot need to be as great as at high speeds where the light beam isnarrower and illuminate a further distance in front of the vehicle. Instep 1616, an actuator is controlled based upon the calculated focalposition of the headlight. As the vehicle speed changes, the method setforth in FIG. 16 is repeated and the focal length and width of theheadlight is changed.

Referring now to FIG. 17, a plot of the controlled light output leanangle versus the adaptive light output level is set forth. A deadband1710 is provided where the light level does not match the calculatedlean angle. Within the deadband 1710 the controlled light output leanangle is set to zero due to the mismatch. In the shoulder areas 1712Aand 1712B, a the controlled light output lean angle ramps the valuesfrom zero at the deadband back to a value where the light output leanangle matches the actual lean angle.

Referring now to FIG. 18A the deadband 1710 is shown relative to acalculated lean angle. A maximum and minimum threshold relative to a yawangle acceleration is also illustrated. The yaw angle acceleration dropsinto a threshold zone and causes the calculated light lean angle tostart stepping down until it is within the deadband. As illustrated, asthe yaw drops below the threshold, the calculated lean angle startsstepping down at 1810. When the calculated lean angle drops below thedeadband, the stepping down stops at 1812.

Referring now to FIG. 18B, the improved system illustrates the yaw angleacceleration dropping below a threshold and the calculated lean anglestarts to step down. However, when the yaw angle acceleration risesabove the threshold, the calculated lean angle stops stepping down. Thatis, when the yaw angle acceleration drops into the threshold zone andcauses the calculated light lean angle to start stepping down. Thestepping down stops as soon as the yaw angle acceleration comes backabove the maximum threshold.

That is, while the vehicle is traveling straight there should be no yawangle acceleration. While cornering there will be a measurable yaw angleacceleration that increases proportionally with the factors such asspeed, corner radius and the bank angle. A minimum and maximum yaw angleacceleration may be defined such that when the yaw angle acceleration isbetween the minimum and the maximum yaw angle acceleration it can beassumed that the vehicle is not cornering. In the present example, plusor minus two degrees per second² is used as the yaw angle accelerationthreshold. However, other values may be used. Thus, the threshold may bedefined as a maximum absolute value relative to two degrees per squaresecond. The yaw angle acceleration threshold may be used as an indicatorof a very low lean angle to compensate for roll angle inaccuracy at lowlean angles. When the yaw angle acceleration is between the maximum andthe minimum yaw angle acceleration thresholds, the vehicle is mostlikely not cornering regardless of the roll acceleration calculation.Thus, the roll acceleration calculation may be corrected based upon thebank angle. When the yaw angle acceleration is within a threshold thecalculated bank angle can be incrementally decreased until it is withinthe lighting deadband.

Referring now to FIG. 19, a flowchart of a method for correcting thelight lean angle is set forth. In step 1910 the inertial measurementunit measures the various accelerations including the yaw angleacceleration and the roll acceleration. In step 1912, the rollacceleration and a previous bank angle are used to calculate a new bankangle. In step 1914 it is determined whether the yaw angle accelerationis less than a threshold. When the yaw angle acceleration is less than athreshold in step 1914, the bank angle is determined and compared to adeadband. When the bank angle is outside of the deadband in step 1916,the bank angle is decreased in step 1918. When the yaw angleacceleration is not less than the threshold, the bank angle is notoutside the deadband and after step 1918, step 1920 uses the bank angleto calculate the light elements to illuminate in step 1922.

Referring now to FIG. 20A, a fault detection circuit 2010 usingcomponents from the adaptive headlight that has an adaptive headlighthousing 2012 and components from the vehicle such as the light drivingcontrol module 1218 and the fault detection module 1226. The lightdriving control module 1218 is coupled to the adaptive headlight housing2012 using a connector 2014. In this example, a high beam connector2014A and a low beam connector 2014B are set forth. The adaptiveheadlight housing 2012 may be coupled to a common or ground such asvehicle ground 2016. The adaptive headlight housing 2012 includes lightcontrolling circuitry 2020 that is used to drive the light elements2022. Many governmental entities require a vehicle manufacturer toprovide an indication when a headlight is faulty. Traditional headlightsare very simple and fault detection module within a vehicle includes thecapability to detect an open circuit such as when the filament of thebulb is broken. Another failure mode in a typical system is when anexcessively high amount of current is drawn through the light assembly.In this case, the fault detection system 1226 of the vehicle would notadequately notify the vehicle operator of a fault in one or more of thelight elements 2022 particularly when only a few light elements 2022 (orsegments thereof) are faulty. Errors in the circuitry or software wouldnot be detectable using traditional systems.

In the following examples, the light controlling circuit 2020 mayinclude a fault detection module 2030 and switching control circuit2032. The switching control circuit 2032 is used to control switches2034A and 2034B within the housing 2012. In a normal setting, theswitches 2034A and 2034B are used to communicate with the connectors2014A and 2014B, respectively. That is, in normal operation theconnectors 2014A and 2014B are coupled to the light controllingcircuitry 2020 through the switches 2034A and 2034B, respectively. Whena fault is detected in one of the high beam elements, the faultdetection module 2026 generates a high beam fault signal that iscommunicated to the switching control circuit 2032. The switchingcontrol circuit 2032 changes the position of the switch 2034A to place adifferent circuit component between the connector 2014A and the lightcontrol circuitry 2020. In this example, a resistive load 2036A isplaced within the circuit. The resistive load 2036A has a differentelectrical characteristic then the normal connection between theelectrical connector 2014A and the switching control circuit 2032. Byproviding a change in the electrical characteristics, the faultdetection module 1226 of the vehicle may control a fault indicator 2040to indicate to the vehicle operator that a fault is present within thehigh beam elements. The fault indicator 2040 may, for example, be anamber indicator light that is illuminated either constantly or flashing,a multi-segment LED generating a code error, a touchscreen displaygenerating an error or circuitry that is used to drive the high beamelement to rapidly flash or provide some other change in thecharacteristic to indicate to the vehicle operator that the high beam isnot functioning properly.

The low beam circuitry may also operate in the same manner. The low beamincludes a resistive load 2036B that is switched into the circuitry whenan error or fault is detected by the fault detection module 2030. In thesame manner, the fault detection module 1226 controls the faultindicator 2040 to inform the vehicle operator that a fault is present inthe low beam light elements.

The fault indicator 2040 may be illuminated when the fault detectionmodule 2030 within the adaptive headlight housing 2012 determines afault. Faults may include, but are not limited to, one or more of thelow beam or high beam elements having an open circuit. In an adaptiveheadlight, various other errors may be detected such as a softwareerror, circuitry malfunction, individual light emitting diodes segmentfailures, a sensor error (e.g., IMU) and the like.

Referring now to FIG. 20B, another way to indicate to the faultdetection module 2026 that an error has occurred is by providing an opencircuit between the connections 2014A and 2014B and the light controlcircuitry 2020. In this example, a switch 2050A is disposed within thehigh beam circuit and a switch 2050B is disposed within the low beamcircuit within the housing 2012. When the fault detection module 2030determines a fault within the high beam light elements or the low beamlight elements, the appropriate switch 2050A or 2050B are activated intoan open position. By providing an open circuit, the fault detectionmodule 1226 provides an indicator appropriate for a fault within eitherthe high beam or low beam elements. The remainder of the circuit of FIG.20A is the same and is appropriately labeled in FIG. 20B.

Referring now to FIG. 20C, the circuit illustrated in FIG. 20A has beenmodified to include a current draw element 2054A and 2054B that aredisposed within the high beam circuit and the low beam circuit,respectively. In this example, a current draw element is switched by theswitching control circuitry 2020 when a fault is indicated. The currentdraw element 2054A and 2054B may be sized to allow a fault to beindicated to the fault detection module 2026 without the fault detectionmodule 2026 shutting down the entire light control circuitry 2020. Thecurrent draw elements 2054A and 2054B are used to change the electricalcharacteristics of the circuit within the lighting assembly.

Referring now to FIG. 21A, step 2110 illustrates the adaptive headlightfunctioning in a fully functional manner. In step 2112 a fault isdetected. When no fault is detected step 2110 is again performed. When afault is detected in step 2112, step 2114 changes an electrical load onthe light input pin/connector to the light driving control module. Thatis, the electrical characteristic of either the high beam or low beam orgeneral light control connection is changed.

Referring now to FIG. 21B, the first two steps 2110 and 2112 areidentical as set forth above. However, in this manner step 2116determines whether the high beam or low beam elements are active. Whenthe high beam elements are active, step 2118 determines whether a changein the electrical load or other electrical characteristics is presentwithin the high beam input. That is, when the electrical characteristicof the connection 2014A is provided, step 2118 allows a fault to beindicated by the fault indicator 2040.

In step 2116, when the load beam is active and an electrical load orelectrical characteristic of the load beam circuitry is indicated at theconnection 2014B, a fault may be indicated at the fault indicator 2040.

Referring now to FIG. 21C, the same elements 2110, 2112, and 2116 areprovided in this example and will not be repeated. In step 2128, whenthe high beam is determined to have a fault, an open circuit isgenerated by the circuit illustrated in FIG. 20B. When a low beamelement indicates a fault when the low beam is active in step 2116, step2130 generates an open circuit and a fault may be indicated by the faultindicator 2040.

Referring now to FIG. 21D, the flowchart of FIG. 20C is repeated in thatsteps 2110, 2112 and 2116 are identical. However, in this manner step2134 is performed when the high beams are active in step 2116 and afault is detected by the fault detection module 2030. The current drawmay be increased by switching a current draw element 2054A or 2054B intothe circuitry such as in FIG. 20C. When a low beam element is active instep 2116 and a fault is detected at the fault detection module 2030 forthe low beam element, step 2136 increases the current draw in the lowbeam input and thus the fault is detected at the fault detection module2026.

Referring now to FIG. 21E, a method having the first three elements ofFIG. 21D is set forth. In this example, the description is not repeated.When a high beam is active in step 2116, step 2140 is performed. In step2140 the current draw is increased on the high beam connector 2014Aabove a vehicle control module's threshold to set a fault but below athreshold that the voltage control module turns off the high beam driverwithin the light driving control module 1218. As was illustrated above,an electronically actuated switch that adds a resistive load within theheadlight housing 2012 may be performed. For example, a resistive load2036A may be provided. Of course, other electrical characteristics mayalso be changed and sensed.

After step 2140, step 2142 detects an error state using the lightdriving control module. The light driving control module, may be part ofthe vehicle control module. A high beam failure is thus indicated byflashing gages such as a round gage to indicate the high beams are notfunctioning properly. In addition to or instead of step 2144, step 2146allows the vehicle control module to switch to the low beam light outputand thus a high beam may not be provided when a fault is indicated atthe high beam elements.

Referring back to step 2116, when the low beam is active step 2150increases the current draw on the low beam input above a vehicle controlmodule threshold to set a fault. The current draw is below that whichwould shut down or turn off the low beam driver within the light drivingcontrol module 1218. This is performed in the same manner as that setforth in step 2140, but with the low beams. After step 2150, step 2152detects the error state at the fault detection module and enters a lowbeam fault or failure mode. After step 2152, step 2144 may be performedto generate an indicator that the low beams are faulty.

Referring back to step 2152, the vehicle control module may also beswitched to a high beam input in step 2154. That is, the high beams maybe used as a failsafe for the low beams. However, the light may bepulsed to provide a reduced amount of light output. That is, pulse withmodulation may be used to reduce the amount of light output from thehigh beams so that a failsafe mode may be provided.

In the manner provided in FIGS. 20 and 21, failure detection of low beamelements and high beam elements of an adaptive headlight are providedwithout having to provide additional equipment in a vehicle. That is,the existing vehicle fault detection circuitry may be used and theadaptive headlight is used to provide the fault indication. This allowsan adaptive headlight to be provided in an after market situationbecause no modification of the vehicle circuitry is required to beprovided. But, fault detection is provided.

Also, the resistive load is placed in parallel to the switch in FIG.21A. The resistive load may also be placed in series. What is importantis that the electrical characteristic of the high beam or low beamcircuitry is changed and that the fault detection circuit within thevehicle can detect the change.

Referring now to FIG. 22, the vehicle 10 is illustrated at various leanangles 510. In this example, the lean angles 510 correspond to 0°, 8°,16°, 24°, and 32°. The lean angles 510 as described above are relativeto the vertical direction 2212 corresponds to the normal operatingposition or upright position of the vehicle 10. A horizon 2210 thatcorresponds to a forward projection of the riding surface is also setforth. The horizon 2210 is the projection of a plane forward from thecenter of the light assembly wherein the plane s parallel to the roadsurface (on a flat road). The horizon 2210 is a line perpendicular tothe vertical line 2212. It should be noted that the rear view of thevehicle 10 is illustrated. In the second row of FIG. 3, the secondarylow beam elements 22A-22D correspond to the light elements on the leftside of the vehicle. In this example, the left side of the vehicle isthe high side of the vehicle and thus as the lean angle changes, moreelements are used to illuminate the left side of the vehicle at or nearthe horizon 2210. At 0° lean angle, none of the secondary low beamelements 22A-22D are illuminated. Likewise, secondary low beam elements22A-22D are not illuminated. In the second column of FIG. 22, the leanangle is 8° and secondary element 22D is illuminated. This appears onthe left side of the vehicle as can be seen, the element 222Dilluminates at the horizon 2210. As the vehicle continues to lean in thethird column, which corresponds to a 16° lean angle, two secondary lowbeam elements 22C and 22D are illuminated and project the light in thethird row. In the fourth column, the lean angle correspond to 24° andthe elements 222B and 222C are illuminated and element 222A isextinguished or changed to non-illuminating. This prevents hotspots frombeing illuminated in front of the vehicle 10. That is, turning offelement 222D to non-illuminating prevents the element 222D fromprojecting a potentially distracting beam onto the surface in front ofthe vehicle 10. In the fifth column of FIG. 22, elements 222A and 222Bare illuminating while elements 222C and 222D are non-illuminating. Byextinguishing elements 222C and 222D, an approximate beam angle belowthe horizon is maintained. As can be seen by comparing column threecorresponding to 16° lean angle, column 4 corresponding to 24° leanangle, and column five corresponding to 32° lean angle, the elements222D, 222C and 22B respectively extend about 16° below the horizon.

The elements may also include a supplemental high beam element 2214. Thesupplemental high beam element 2214 may be illuminated at the same timesas the primary high beam element 230.

One advantage of the system illustrated in FIG. 21 is that unneededelements are not illuminated and thus the light system is maintainedwithin the desired current draw for the light assembly. As the vehicletravels from a high leaning angle back to zero, the elements changeaccordingly. On the opposite side of the vehicle, elements 220 would beoperated in the same manner.

Referring now to FIG. 23, a method of operating the control system ofFIG. 22 is set forth. In this example, four secondary low beam elementsare set forth. However, various numbers of secondary low beam elementsmay be provided. Examples of more low beam elements are set forth below.In step 2310, the lean angle is determined. In step 2312, if the leanangle is between 0 and a first lean angle, such as 8° in FIG. 22, step2314 illuminates no secondary elements.

In step 2312, if the lean angle is not between 0 and a first lean angle,step 2320 is performed. In step 2320, it is determined if the lean angleis between a first angle and a second angle. If the lean angle isbetween a first angle and a second angle, step 2322 illuminates thefirst adaptive element, which is at about the horizon.

Referring back to step 2320, when the lean angle is not between a firstlean angle and a second lean angle, step 2324 is performed. In step2324, it is determined whether the lean angle is between a second leanangle and a third lean angle. If the lean angle is between the secondand third lean angles, step 2326 illuminates the first and secondaryelement.

In step 2324, if the lean angle is not between a second lean angle and athird lean angle, step 2330 is performed. In step 2330, when the leanangle is between a third lean angle and a fourth lean angle, step 2322illuminates the second and third secondary element. Step 2334extinguishes or turns off the first secondary element.

In step 2320 when the lean angle is not between a third lean angle andfourth lean angle, step 2340 is performed. In step 2340, when the leanangle is greater than a fourth angle, step 2342 illuminates the thirdand fourth secondary elements. In step 2344, the first and secondary lowbeam elements are extinguished or turned off.

Referring back to step 2340, when the lean angle is not greater than thefourth lean angle, step 2310 is again performed. This action may takeplace as the vehicle changes lean angles rapidly and the vehicle movingback toward the vertical position.

Referring now to FIG. 24, the controller may control the lightassemblies in different manners for high beam activation and low beamactivation. When high beam activation is desired, the primary low beamelements 210A-210C as well as the supplemental high beam element 2214and the primary low beam element 230 may all be illuminated. Dependingon the lean angle, the supplemental high beam elements 232A and 232B, aswell as the secondary low beam elements 22A-220D or 222A-222D, may beilluminated. As can be seen, with 0 lean angle when the high beams areactivated, the primary low beam elements 210A-210C, the supplementalhigh beam element 2214 and the primary low beam element 230 areillustrated. The supplemental low beam (adaptive) elements 220D and 222Dare illuminated to provide a wider beam angle. As the vehicle starts tohave further lean angle, the elements 220C and 220D are illuminated aswell as the previous examples except with element 222D extinguished. Thesecondary low beam elements 220C and 220D are just above and below thehorizon. At 16° lean angle, the supplemental high beam element 232A isilluminated as well as the supplemental low beam (adaptive) elements220B and 220C. Supplemental low beam (adaptive) element 220D isextinguished.

At 24° lean angle, supplemental low beam (adaptive) elements 220A and220B are illuminated and supplemental low beam (adaptive) elements 220Cand 220D are extinguished. Supplemental high beam element 232A remainsilluminated. At 32° lean angle, the same elements are illuminated.

Low beams may be adapted in a different manner. At 0° lean angle, onlythe primary low beam elements 210A-210C are illuminated. At 8° leanangle, supplemental low beam (adaptive) element 220D is illuminated. At16° lean angle, the supplemental low beam (adaptive) element 220C isalso illuminated with the supplemental low beam (adaptive) element 220D.

At 24° lean angle, supplemental low beam (adaptive) elements 220B-220Dare all three illuminated. At 32° lean angle, supplemental low beam(adaptive) elements 220A-220D are illuminated. As can be seen, differentlogic applies to activating the supplemental elements in both the highbeam example and the low beam example. Referring now to FIG. 25, in thehigh beam example of FIG. 24, at 0° lean angle, one supplemental lowbeam (adaptive) element on each side are illuminated. That is,supplemental elements 220D and 222D are illuminated in FIG. 24. In FIG.25, because high beam operations do not require cutoff at the horizon,more supplemental low beam (adaptive) elements may be generated. In thisexample, supplemental low beam (adaptive) elements 222C, 222D, 220C, and220D are illuminated. In addition to the primary low beam elements210A-210C, the supplemental high beam element 2214 and the primary lowbeam element 230. Traveling straight on the road may correspond to anangle between 0° and less than or equal to 8°.

In FIG. 26, a low beam illumination pattern for a system having a firstprimary low beam element 2610A, and a second primary low beam element2610B. A primary high beam element 2612 is also illustrated. In thisexample, a plurality of supplemental low beam (adaptive) elements2620A-2620M and 2622A-2622M are set forth. In this example, each of thesupplemental low beam (adaptive) elements 2620A-2620M and 2622A-2622Mare incremented by 2°. In this example, the supplemental low beam(adaptive) elements may extend from the horizon as illustrated best inthe second column of FIG. 26 to just below the horizon about 6-8°. Asthe lean angle changes from 14° to 16°, supplemental low beam (adaptive)elements 2620F, 2620G, 2620H, and 2620I are illuminated at a 14° leanangle and supplemental low beam (adaptive) elements 2620E, 2620F, 2620G,and 2620H are illuminated at 16° lean angle. At 18° lean angle,supplemental low beam (adaptive) elements 2620D-2620G are illuminated.Even further delineations down to 1° or less may be performed. Othersizes of elements may also be used. For low beams to be compliant withgovernment regulations, the horizon is the upper limit. The lower limitof about 8° below the horizon may be formed with 2° elements.

Referring now to FIG. 27A and FIG. 27B, adaptive elements 2620C, 2620D,2620E, and 2620F may be illuminated about the horizon. That is, elements2620C and 2620D may correspond to 4° above the horizon, and elements2620E and 2620F are 2° below the horizon in high beam mode in FIG. 27A.In addition, the primary low beam elements 2610A and 2610B areilluminated in addition to the primary high beam element 2612. Ofcourse, more or fewer elements above or below the horizon may beilluminated. In low beam mode in FIG. 27B, elements 2620E-H areilluminated in the low beam mode. The illuminated elements 2620 E-H areat and below the horizon.

Referring now to FIG. 28, a method of independently controlling high andlow beams is illustrated. In step 2810, the lean angle of the vehicle isdetermined. In step 2812, the horizon of the vehicle is determined. Instep 2814, the system determines whether the high beams or low beams areactivated by the high beam and low beam signal. When high beams areactivated, step 2816 illuminates dedicated high beam elements. In step2818, dedicated low beam elements may also be illuminated. This, ofcourse, is an optional step. In step 2820, supplemental elements above apredetermined angle above the horizon and second predetermined anglebelow the horizon are illuminated. As illustrated in the examples above,one or two elements above the horizon and one or two elements below thehorizon may be illuminated depending on design constraints and the widthof the elements.

In step 2814, when the low beam is activated, step 2830 activates thededicated low beam elements. In step 2832, the supplemental elements ator below the horizon and above a third predetermined angle from thehorizon may be activated. This corresponds to FIG. 27.

Referring now to FIG. 29, as mentioned above, the adaptive lens logicmay change depending on whether high beams or low beams are activated.In FIG. 29, the detection of the lean angle may also be determined. Instep 2910, the IMU input is provided to Other sensors or a camera 2914may also be used to detect conditions. The sensors or cameras other thanthe IMU are described above. Step 2922 may also provide an indication asto the type of road or whether high or low beams are to be activated. Aselection signal indicator may be provided from the vehicle operator instep 2922. As mentioned above, this may be performed by a dedicatedswitch or by a switch in a touch screen display. In step 2920, dependingon the conditions step 2930 activates additional supplemental low beam(adaptive) elements in the direction of the roll or lean angle. That is,the direction toward the lean angle has more supplemental low beam(adaptive) elements illuminated. After step 2930, step 2932 deactivatesthe active elements opposite of the direction of the lean angle.

In step 2920, when a straight road is determined, the system may operateusing the primary high beam element in a usual manner in step 2940. Instep 2942, an optional step is provided. Supplemental zero degreeadaptive elements at the horizon may be activated to provide a broaderwidth of view.

Referring now to FIG. 30, regulations require a minimum amount of lightat certain angles for low beam driving. However, additional amounts oflight may be provided for better spread and punch. In the first columnof FIG. 30, the light output of the primary low beam elements 2610A and26106 are illustrated at area 3010 in both a front view and a bird's eyeview. The light output of the supplemental low beam (adaptive) elementsare provided at the area 3012. The area 3012 is really a combination asillustrated in the bird's eye view in the last row. When thesupplemental low beam (adaptive) elements are turned off at lean angle,the primary low beam elements generate the area 3020.

Referring now to FIG. 31, method of operating FIG. 30 is illustrated. Instep 3112, the determination of the lean angle and whether the leanangle is between 0 and a predetermined value such as 8°, is performed.When the lean angle is between 0 and 8°, step 3114 activates the zerodegree adaptive elements. Referring back to step 3112, when the leanangle is not between 0 and 8°, the supplemental zero degree adaptiveelements are deactivated in step 3140.

Referring now to FIG. 32, a light assembly 3210 is illustrated having analternate configuration to those configurations described above. In thisexample, the primary low beam elements 3212A and 3212B are locatedadjacent to a primary high beam element 3214. An array of elements 3212for generating light are provided. In this example, the array 3220 islocated above the primary low beam elements 3212A, 3212B. Also, theprimary low beam elements 3212A and 3212B are located on each side andslightly above the primary low beam element 3214. In the first column, alean angle of 0° of the vehicle 10 is illustrated. That is, the vehicle10 is located perpendicular to the horizon 3240. As illustrated in thebottom of the first column, a rectangular pattern having three elementsin height and six elements wide is set forth. A rectangular pattern isgenerated below the horizon 3240 for low beam operation. Of course, therectangular pattern may be elongated.

At an 18° lean angle, a simulated pattern for constant horizontalillumination is set forth. The upper limit and lower limit of theelements 3222 approximate the upper and lower limits of the rectangularelements in the first column. The sum elements are illuminated that arebetween the horizon 3240 and the lower limit 3242. Elements that wouldpartially extend above the horizon are extinguished or not turned on. Asthe vehicle leans more, a 24° lean angle is illustrated in the thirdcolumn having a different array pattern than the first two columns. Thearray elements 3222 provide a supplemental array. Thus, thedetermination as to whether an array element is illuminated correspondsto the upper limit or the horizon 3240 and the lower limit line 3242 ina low beam configuration.

Referring now to FIG. 33, an upper limit line 3310 and a lower limitline 3312 are illustrated for high beams relative to the horizon 3240.Because the high beams are not regulated, the upper limit 3310 mayextend various distances above the horizon 3240 without violating theregulations. The primary high beam element 3214 is illuminated. Thelower limit line 3312 is set to prevent hotspots in front of the vehicleas described above relative to FIG. 32.

Referring now to FIG. 34, a method for operating the determination ofthe array of elements is set forth. The system may adjust upper andlower limit lines from FIG. 32 based upon various inputs. In step 3402the lean angle may be determined. In step 3404 whether the high beam orlow beam has been activated may also be determined. In step 3406 userinputs may also be used to adjust the upper limit line and lower limitline. These may be obtained from a user interface such as a touch screenor switch. In step 3408 a camera input may also be used to adjust theupper limit or lower limit as well as adjusting the actual pattern ofthe illumination. For example, rather than a rectangular patternIllustrated in FIG. 32, a camera input may disable certain elements toprevent shining the light at oncoming vehicles. Rather than rectangular,the beam pattern may be teardrop or various types of irregular shapes.

In step 3410, and upper limit line is determined. Upper limit line maybe determined based upon whether high or low beams are selected. Apredetermined distance above the horizon may be illuminated for highbeams. The horizon may be the upper limit in a low beam configuration.In step 3412, the lower limit line is established. The lower limit linecorresponds to the amount of elements that illuminate an area apredetermined distance from the vehicle while traveling down the road.Elements too far below the horizon will illuminate hotspots close to thevehicle and may provide a distraction to the driver. In step 3414, theelements between the upper limit line and the lower limit line aredetermined. For low beams, the upper limit line is absolute andtherefore elements extending partially above the upper limit line maynot be illuminated. For high beams, elements that cross the upper limitlines may still be used if they only partially extend thereabove. Instep 3416, elements between the limit lines are illuminated. In step3418, elements outside the limit lines are deactivated or notilluminated.

The foregoing description has been provided for purposes of illustrationand description. It is not intended to be exhaustive or to limit thedisclosure. Individual elements or features of a particular example aregenerally not limited to that particular example, but, where applicable,are interchangeable and can be used in a selected example, even if notspecifically shown or described. The same may also be varied in manyways. Such variations are not to be regarded as a departure from thedisclosure, and all such modifications are intended to be includedwithin the scope of the disclosure.

What is claimed is:
 1. A lighting system for a vehicle having a vehiclestructure, said lighting system comprising: at least one primary lowbeam element; a plurality of adaptive elements, comprising a firstadaptive element, a second adaptive element and a third adaptiveelement; a lean angle sensor coupled to the vehicle structure generatinga lean angle signal; and a controller coupled to the lean angle sensorcontrolling the plurality of adaptive elements so that the firstadaptive element, the second adaptive element and the third adaptiveelement are extinguished at less than a first lean angle, between thefirst lean angle and a second lean angle greater than the first leanangle illuminating the first adaptive element, between the second leanangle and a third lean angle greater than the second lean angleilluminating the first adaptive element and the second adaptive element,between the third lean angle and a fourth lean angle greater than thethird lean angle illuminating the second adaptive element and the thirdadaptive element and extinguishing the first adaptive element inresponse to the lean angle signal.
 2. The lighting system of claim 1wherein the plurality of adaptive elements comprise a plurality ofsecondary low beam elements.
 3. The lighting system of claim 1 whereinthe controller, when the lean angle is greater than the fourth leanangle, illuminates the third adaptive element and a fourth adaptiveelement and extinguishes the first adaptive element and the secondadaptive element.
 4. The lighting system of claim 1 wherein the at leastone primary low beam element comprise a first primary low beam element,a second primary low beam element and a third primary low beam element.5. The lighting system of claim 1 further comprising a primary high beamelement and a secondary high beam element and wherein the controllercontrols the secondary high beam element in response to the lean anglesignal.
 6. A lighting system for a vehicle having a vehicle structure,said lighting system comprising: a primary high beam element; a primarylow beam element; a plurality of adaptive elements; a lean angle sensorcoupled to the vehicle structure generating a lean angle signal; and acontroller coupled to the lean angle sensor, in a low beam modeilluminating the primary low beam element and selectively controllingthe plurality of adaptive elements to illuminate from a horizon to afirst predetermined angle below the horizon, and, in a high beam modeilluminating the primary high beam element and controlling the pluralityof adaptive elements to illuminate above and below the horizon inresponse to the lean angle signal, wherein in the high beam mode thecontroller illuminates a second primary high beam element.
 7. Thelighting system of claim 6 wherein the plurality of adaptive elementscomprise a plurality of secondary low beam elements.
 8. The lightingsystem of claim 6 wherein in the high beam mode the controllerilluminates the primary low beam element.
 9. A lighting system for avehicle having a vehicle structure, said lighting system comprising: aprimary high beam element; a primary low beam element; a plurality ofadaptive elements; a lean angle sensor coupled to the vehicle structuregenerating a lean angle signal; and a controller coupled to the leanangle sensor, in a low beam mode illuminating the primary low beamelement and selectively controlling the plurality of adaptive elementsto illuminate from a horizon to a first predetermined angle below thehorizon, and, in a high beam mode illuminating the primary high beamelement and controlling the plurality of adaptive elements to illuminateabove and below the horizon in response to the lean angle signal,wherein in the high beam mode the controller selectively illuminatessecondary high beam elements.
 10. A lighting system for a vehicle havinga vehicle structure, said lighting system comprising: a primary highbeam element; a primary low beam element; a plurality of adaptiveelements; a lean angle sensor coupled to the vehicle structuregenerating a lean angle signal; and a controller coupled to the leanangle sensor, in a low beam mode illuminating the primary low beamelement and selectively controlling the plurality of adaptive elementsto illuminate from a horizon to a first predetermined angle below thehorizon, and, in a high beam mode illuminating the primary high beamelement and controlling the plurality of adaptive elements to illuminateabove and below the horizon in response to the lean angle signal,wherein, during the high beam mode, the plurality of adaptive elementsare disposed in an array of elements, wherein the array of elementssimulate a second band extending horizontally across the array extendingpartially above and partially below the horizon, wherein, when the leanangle is less than a first predetermined lean angle, the arraygenerating a rectangular pattern.
 11. The lighting system of claim 10wherein, during the low beam mode, the plurality of adaptive elementsare disposed in an array of elements, wherein the array of elementssimulate a first band extending horizontally across the array betweenthe horizon and a lower limit line below the horizon, said first bandcomprising a first thickness.
 12. The lighting system of claim 10wherein when the lean angle is greater than the first predetermined leanangle, the array simulating a linear pattern.
 13. A lighting system fora vehicle having a vehicle structure, said lighting system comprising: aprimary high beam element; a primary low beam element; a plurality ofadaptive elements; a lean angle sensor coupled to the vehicle structuregenerating a lean angle signal; a controller coupled to the lean anglesensor, in a low beam mode illuminating the primary low beam element andselectively controlling the plurality of adaptive elements to illuminatefrom a horizon to a first predetermined angle below the horizon, and, ina high beam mode illuminating the primary high beam element andcontrolling the plurality of adaptive elements to illuminate above andbelow the horizon in response to the lean angle signal; and an inertialmeasurement unit determining a road geometry based on the inertialmeasurement unit and wherein the controller controls the plurality ofadaptive elements in response to the road geometry.
 14. A lightingsystem for a vehicle having a vehicle structure, said lighting systemcomprising: a primary high beam element; a primary low beam element; aplurality of adaptive elements; a lean angle sensor coupled to thevehicle structure generating a lean angle signal; and a controllercoupled to the lean angle sensor, in a low beam mode illuminating theprimary low beam element and, based on a lean angle less than apredetermined lean angle, simultaneously illuminating a first adaptiveelement of the plurality of adaptive elements disposed on a first sideof the primary low beam element and a second adaptive element of theplurality of adaptive elements disposed on a second side of the primarylow beam element, wherein the predetermined lean angle is less than orequal to about 8°.
 15. A lighting system for a vehicle having a vehiclestructure, said lighting system comprising: a primary high beam element;a primary low beam element; a plurality of adaptive elements; a leanangle sensor coupled to the vehicle structure generating a lean anglesignal; and a controller coupled to the lean angle sensor, in a low beammode illuminating the primary low beam element and, based on a leanangle less than a predetermined lean angle, simultaneously illuminatinga first adaptive element of the plurality of adaptive elements disposedon a first side of the primary low beam element and a second adaptiveelement of the plurality of adaptive elements disposed on a second sideof the primary low beam element, wherein the first adaptive element andthe second adaptive element are disposed to direct light at or below ahorizon when the lean angle is zero.
 16. A lighting system for a vehiclehaving a vehicle structure, said lighting system comprising: a primaryhigh beam element; a primary low beam element; a plurality of adaptiveelements; a lean angle sensor coupled to the vehicle structuregenerating a lean angle signal; and a controller coupled to the leanangle sensor, in a low beam mode illuminating the primary low beamelement and, based on a lean angle less than a predetermined lean angle,simultaneously illuminating a first adaptive element of the plurality ofadaptive elements disposed on a first side of the primary low beamelement and a second adaptive element of the plurality of adaptiveelements disposed on a second side of the primary low beam element,wherein, in a high beam mode based on the lean angle less than thepredetermined lean angle, illuminating the first adaptive element andthe second adaptive element.
 17. The lighting system of claim 16 whereina third adaptive element of the plurality of adaptive elements is abovethe first adaptive element and a fourth adaptive element of theplurality of adaptive elements is above the second adaptive element,said third adaptive element and the fourth adaptive element illuminatingabove a horizon.
 18. The lighting system of claim 12 wherein the linearpattern is disposed between an upper limit line and a lower limit line.19. The lighting system of claim 12 wherein the upper limit line and thelower limit line are determined in response to a user input or a camera.